2022 Ram 1500

The 5.7L HEMI eTorque V8 is the volume powertrain for Ram 1500 Big Horn/Laramie-class trims for 2022, a carryover year within the fifth-generation (DT) truck introduced for 2019.

Solid mid-pack torque for a half-ton gas V8; the eTorque mild-hybrid system supplements low-end response without changing the peak figure.

Instrumented tests of the DT-generation 1500 with the 5.7L HEMI eTorque V8 cluster in the 5.8–6.2s range to 60 mph depending on cab/bed configuration and axle ratio.

The naturally aspirated HEMI V8 delivers smooth, linear power with no turbo lag; the eTorque mild-hybrid system masks auto stop-start restarts well, though a faint transition can be felt by attentive drivers.

The ZF-derived 8-speed automatic shifts crisply and rarely hunts for gears, widely regarded as one of the best-sorted transmissions in the full-size truck class for this generation.

Near the top of the half-ton gas truck class for 2022, achieved with the HEMI eTorque engine and Max Tow Package.

A mid-pack max payload figure for the segment; the HEMI eTorque volume trim itself tops out lower (~1,850 lbs) with the lineup max achieved on lighter-weight configurations.

2022 Ram 1500 offers an available integrated trailer brake controller, Trailer Reverse Steering Control, blind-spot monitoring with trailer detection, and a surround-view camera system with trailer-view mode — a near-complete modern towing suite, short of a dedicated scale feature.

4WD is available across most trims (RWD is the base configuration, not 4WD) with a conventional 2-speed transfer case offering Auto 4WD, 4WD High and 4WD Low; air suspension is available but there is no torque-vectoring or true terrain-mode system as sophisticated as segment-leading SUVs.

The lineup includes the Rebel trim (factory lift, Bilstein monotube shocks, skid plates, optional locking rear differential, all-terrain tires) and the halo TRX (supercharged 6.2L V8, Baja-spec suspension) for 2022, giving the nameplate genuine off-road credibility well above a pavement-oriented half-ton.

For 2022 the gas 1500 lineup spans the 3.6L Pentastar V6, 5.7L HEMI V8 (with or without eTorque), the 6.2L supercharged V8 in the TRX, and a 3.0L EcoDiesel V6 — a broad spread of conventional and diesel choices, though with no hybrid, PHEV, or EV variant under this nameplate (the separate Ram 1500 REV is a distinct model).

EPA combined rating for the 4WD 5.7L HEMI eTorque, the volume powertrain for 2022; the V6 and EcoDiesel configurations rate higher but are not the scored powertrain class representative.

EPA city rating for the volume 4WD HEMI eTorque configuration.

EPA highway rating for the volume 4WD HEMI eTorque configuration.

Range is computed from EPA combined MPG against the 1500's two available tank sizes; EPA's own published range window for this configuration is 437–494 miles.

A high annual fuel cost reflecting the V8's thirst and the segment's heavy curb weight; towards the upper end of the gas full-size truck band.

Both the standard 3.6L V6 and the volume 5.7L HEMI eTorque V8 run on regular 87-octane unleaded, with no premium requirement across the mainstream lineup.

The Crew Cab — the volume cab configuration for the 2022 Ram 1500 — earned a 5-star NHTSA overall rating (5-star side/side-pole, 4-star frontal and rollover sub-scores); Quad Cab variants tested separately at 4 stars overall.

The 2022 Ram 1500 Crew Cab earned Good ratings in all six IIHS crashworthiness tests (small overlap front driver and passenger side, moderate overlap front, original and updated side, roof strength, head restraints) and a 2022 Top Safety Pick award — its third consecutive year earning the honor — though the award required optional front crash prevention equipment and specific headlights rather than being met by every trim's standard configuration.

On the Big Horn-class volume trim, Forward Collision Warning with Active Braking, Blind-Spot Monitoring, Rear Cross-Traffic Alert and adaptive cruise control are all optional add-ons (via a Safety and Convenience package) rather than standard equipment; only the upper Laramie-and-above trims get automatic emergency braking and full-speed FCW standard.

When equipped with the optional Full-Speed Forward Collision Warning Plus and Pedestrian Emergency Braking, the 2022 Ram 1500 earns IIHS's top Superior rating for vehicle-to-vehicle front crash prevention and Advanced for daytime pedestrian detection — strong results, but gated behind an option rather than standard on the volume trim.

Blind-Spot Monitoring and Rear Cross-Traffic Alert are available as a package (not standard on the volume trim) and automatically extend their detection zone to account for an attached trailer, but coverage is alert-only without active steering or braking intervention.

Lane departure warning and lane-keep assist are bundled into the optional Safety and Convenience package rather than standard, and owner feedback describes the system as merely nudging the truck back from a lane line rather than providing smooth, confident centering — a crude implementation compared to class leaders.

Adaptive cruise control, optional on the volume trim, works smoothly in stop-and-go traffic per owner reports but is criticized for leaving an overly large gap even on its tightest following-distance setting, and there is no combined, more capable highway-assist mode layered on top of it.

Ram offered no hands-free highway driving system (no BlueCruise/Super Cruise/FSD-class equivalent) on any 2022 Ram 1500 trim; the most advanced available system is hands-on adaptive cruise with lane-keep assist.

IIHS headlight ratings vary sharply by trim: the Good rating applies only to the adaptive LED projector headlights standard on upper trims (Rebel, Laramie Limited Longhorn, Limited 10th Anniversary, TRX), while the reflector/halogen setups on the Big Horn-class volume trim rate Acceptable to Marginal.

The high seating position, large glass area and relatively slim A-pillars of the DT-generation cab give the 1500 good forward and side sightlines; reviewers consistently describe outward visibility as a strength of the truck, with the available surround-view camera further compensating for rear blind zones.

IIHS rates the LATCH lower anchor ease-of-use for this generation as Marginal, with anchors set deep in the seat bight making them harder to locate and clip into than class-leading trucks, despite the Crew Cab's wide rear door openings and genuine space for multiple child seats.

Standard full-size Crew Cab bench seating gives six-passenger capacity, at the top of the truck band.

Mid-pack front headroom for a full-size truck cab.

Front legroom sits at the low end of the full-size truck band; the cab prioritizes rear-seat room instead.

Solid rear headroom for the segment, slightly ahead of midpoint.

Among the largest rear-seat legroom figures in the full-size truck class, a long-standing Ram Crew Cab strength.

The 5'7" box is the most common Crew Cab pairing; a longer 6'4" box is available for more cargo length.

Mid-pack bed volume for the segment on the shorter, more common box length.

A large flip-up/fold-flat center console bin and under-seat storage are competitive, but the volume Big Horn trim doesn't get the class-exclusive RamBox in-bed storage, which Ram reserves for Laramie, Longhorn, Limited and Rebel.

Reviewers consistently rank Ram 1500 seats and overall cabin comfort at or near the top of the full-size truck class, even on mainstream trims.

The coil-spring rear suspension (with optional air suspension on higher trims) gives the 1500 a famously plush, well-controlled ride that leads the segment both laden and unladen.

Wind and road noise are well contained at highway speed, with only minor mirror wind rustle noted; Consumer Reports testing gave the cabin a top noise score.

Heated front seats and a heated steering wheel are available on the Big Horn volume trim via option packages, but ventilated seats and heated rear seats are reserved for Laramie and above.

Entry Tradesman Quad Cab 6'4" box starts the 2022 range; work-focused trim keeps the floor low relative to the full-size truck band.

Big Horn Crew Cab 4x4 is the volume configuration for the 1500 lineup; 2022 transaction prices commonly landed in the high-$40Ks to low-$50Ks once popular equipment groups are added.

Mid-pack for a full-size half-ton; simple body-on-frame drivetrain keeps routine costs in check relative to the segment's $3,500–$11,000 band.

Near the bottom of the truck segment's residual band; full-size trucks generally hold value well, but Ram trails Toyota/Ford on long-term retention.

Stellantis's standard 3/36 bumper-to-bumper coverage sits at the industry's shorter end, well behind Hyundai/Kia and even most domestic rivals' optional extensions.

Standard 5/60 powertrain coverage for the gas V6/V8/eTorque lineup sits at the low end of the segment band; the diesel-only 5/100 doesn't apply to this gas-scored configuration.

No complimentary scheduled maintenance (oil changes, etc.) is included — ownership perks are limited to 5-year/60,000-mile roadside assistance (towing, jump-starts, lockout, fuel delivery), placing it in the 'basic roadside only' band rather than a multi-year maintenance package some rivals offer.

$49,105 volume-trim price minus its estimated resale value after 5 years (51% retained, or about $25,044) leaves about $24,061 in depreciation. Add the projected $5,975 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $30,036 in total.

Both major predictors land right at average for the 2022 model year, not a top-tier or bottom-tier result — the fifth-generation Ram 1500's quality has improved versus earlier generations but hasn't broken into the top of the segment.

Ram's brand-level standing at Consumer Reports has been a persistent weak spot through most of the 2010s into the early 2020s, consistently landing in the bottom third of CR's brand reliability rankings even as individual model scores (like the 1500's) improved.

The fifth-generation (DT) Ram 1500 carries a notably heavy recall load across its production run, including a stall-risk campaign tied directly to the eTorque mild-hybrid system that the 2022 Big Horn volume trim uses — not a minor administrative recall, but a powertrain safety issue.

The base 5.7L HEMI V8 itself is a battle-tested, high-mileage engine family with a strong long-term reputation, but the eTorque mild-hybrid system layered onto it for 2022 is comparatively new and has drawn both a stall recall and mixed long-term owner reports, pulling the combined powertrain down from a clear top-tier score.

Reviewers were effectively unanimous that the fifth-generation Ram 1500's cabin was the class leader for the money, with soft-touch surfaces and upscale materials extending well beyond the top trims.

Assembly is generally solid and consistent with the segment, but it isn't flawless — reviewers and long-term testers noted scattered panel-gap and trim-rattle complaints that keep this out of top-tier territory despite the strong material quality.

Ram's dealer footprint is dense and nationwide, on par with the other full-size domestic trucks, though J.D. Power's dealership-experience component for the 2022 model landed at only average rather than a standout.

Mopar OEM parts and a large HEMI-focused aftermarket keep availability strong, but routine maintenance/repair cost runs at a normal full-size-truck level rather than a bargain one.

The standard screen on the volume Big Horn trim sits at the small end of the full-size truck band; the segment-leading 12 in unit is an option.

Uconnect 5, new for the 2022 model year, is widely praised for fast, lag-free response and a clear, logical layout that reviewers rank among the best in the industry regardless of screen size.

Wireless Apple CarPlay and wireless Android Auto are both standard across the 2022 Uconnect 5 lineup, including the volume Big Horn trim.

Uconnect 5 ships with TomTom-based native navigation and Amazon Alexa Built-in, though Alexa integration rolled out after launch rather than being available on day one of the 2022 model year.

The base audio system on Big Horn is adequate but unremarkable; the acclaimed 900-watt, 19-speaker Harman Kardon system is reserved for Limited-level equipment groups, not the volume trim.

The volume trim pairs analog gauges with a 7-in TFT driver-info display rather than a full digital cluster; a configurable 12-in digital cluster is reserved for the Laramie Level 2 Equipment Group.

Uconnect 5 vehicles receive over-the-air updates for infotainment and connected-service software, but there is no whole-vehicle (powertrain/chassis) OTA capability on this gas-powered truck.

The Uconnect app covers the core remote functions (start, lock/unlock, locate) reliably, but full Ram Connect functionality runs on a 3-month trial before requiring a subscription.

USB ports are present front and rear on Big Horn, but wireless charging and the in-bed 115V outlet (tied to the optional RamBox) are upper-trim/option-group items rather than standard.

Proximity keyless entry and remote start are available on the Big Horn volume trim through option packages rather than standard on every configuration.

A rearview camera is standard, but park-assist sensors and the 360-degree surround/trailer-view camera are gated to the Advanced Safety Group starting at Rebel and above, not the Big Horn volume trim.

Head-up display is new for 2022 but is exclusive to the Limited trim's equipment group, leaving it unavailable on the Big Horn volume trim and the rest of the mainstream lineup.

Wide-opening rear doors and a flat, spacious second row make LATCH installs and child loading manageable, but the high step-in height and open-bed cargo layout are less stroller-friendly than a crossover or minivan.

The Ram 1500 Crew Cab earned IIHS Top Safety Pick and 5-star NHTSA overall ratings for 2022, but forward collision warning and automatic emergency braking cost extra ($595 Level 1 Safety Group) on the Tradesman/Big Horn trims families are most likely to buy.

Class-leading 45.2-in rear legroom, reclining rear seats, a smooth coil-spring ride and a quiet cabin make multi-hour trips with four occupants genuinely comfortable.

The smooth HEMI eTorque stop-start and plush ride make the powertrain relaxing in traffic, but the full-size footprint and high beltline add fatigue in tight daily driving compared to smaller vehicles.

The 5.7L HEMI V8's combined fuel economy sits in the high-teens MPG, well behind smaller commuter vehicles and even the Pentastar V6, making per-mile running costs comparatively high.

A 46.2-ft curb-to-curb turning diameter and full-size footprint make tight urban parking and maneuvering a chore, and the volume Big Horn trim lacks the optional 360-degree camera that eases it.

Up to 12,750 lbs of towing with the HEMI eTorque and Max Tow Package, plus strong payload and a torquey V8, give the 1500 serious capacity for real work duty.

The DT-generation Ram 1500 and HEMI/8-speed driveline are well proven on the road, though the coil-spring rear suspension draws more scrutiny than leaf-spring rivals for sustained heavy-payload and fleet abuse.

Standard bed tie-downs and a wide Mopar/aftermarket upfit ecosystem are useful, but the class-exclusive RamBox in-bed storage and 115V bed outlet are reserved for Limited/Longhorn/Rebel/Laramie, not the Big Horn volume trim.

A quiet, comfortable cabin and segment-leading ride make the 1500 a strong highway cruiser, with a 26-gallon standard tank (33-gallon optional) giving reasonable range between stops despite V8 fuel use.

4x4 is available on the Big Horn with a two-speed transfer case and reasonable ground clearance, but the volume trim lacks the Rebel's off-road suspension, skid plates and locking differential that make this generation's dedicated adventure variant stand out.

An open pickup bed with available bed extenders and tie-downs swallows bulky gear far more easily than an enclosed cargo area, even without the optional RamBox on the volume trim.

The 1500 controls body roll and lane-change movements surprisingly well for a full-size truck, with predictable, secure handling rather than outright agility.

Steering is accurately weighted and predictable at speed, but like most full-size trucks it conveys little genuine road feedback.

Pedal feel and stopping behavior are described as predictable and confidence-inspiring for the class, without standout instrumented stopping-distance figures.

The 48V eTorque mild-hybrid system actively dampens engine vibration through stop-start cycles and smooths restarts to the point reviewers describe it as 'no lurch, no lag,' paired with a crisp 8-speed automatic.

The naturally aspirated HEMI V8 produces an inoffensive, car-like hum under load with minimal intrusion into the cabin, aided by the truck's generally well-isolated structure.

A mid-pack turning diameter for a full-size Crew Cab truck, consistent across the 18-in and 20-in wheel options on this configuration.

A commanding seating position, good outward visibility and a well-organized dash/control layout are consistently cited as class strengths for this generation.

The Big Horn volume trim is a pleasant, refined cruiser rather than an engaging one; the dedicated TRX performance variant carries the 1500's genuine driving enjoyment, not this configuration.

Base Tradesman trims are deliberately work-spec and spartan (vinyl floors, basic cloth), but mid-tier Big Horn/Laramie trims bring an 8.4-inch touchscreen, keyless entry and remote start standard — competitive but not loaded at the true base price.

Fair value across the range — the coil-spring rear suspension ride quality and available 12-inch Uconnect screen are strong for the money, but 2022 full-size truck pricing across the board (Ram included) climbed enough that it's not a standout bargain versus F-150/Silverado.

Wide, well-spaced lineup: Tradesman, Big Horn, Laramie, Rebel, Laramie Longhorn, Limited and Limited Longhorn trims, each available across Quad Cab/Crew Cab, multiple box lengths, 4x2/4x4, and V6/V8/eTorque powertrains.

Steady but not leading seller: Ram moved 468,344 trucks in 2022, down 17.8% year-over-year, and held roughly 23% full-size segment share in Q2 2022 — solidly third behind Ford F-Series and combined GM trucks.

Ram built strong brand momentum through the 2010s on ride quality and interior quality, with a loyal buyer base, though it trails Ford/Chevy's longer truck heritage and broader brand recognition.

Unlike Ford/GM, which were severely inventory-constrained through 2022's chip shortage, Ram carried the largest full-size truck inventory and leaned on it with meaningful incentives — buyers reported negotiating thousands off MSRP and stacked lease cash.

2022 is a mid-cycle year of the fifth-generation (DT) Ram 1500 that debuted for 2019 — current tech and no major redesign risk in the near term, but not freshly redesigned either (the next major refresh wouldn't land until the 2025 model year).

The 2022 Ram 1500 was named to Car and Driver's 10Best Vehicles list for the fourth consecutive year, the only truck on the list that year, reflecting sustained critical praise for ride and interior quality.